Air inlet device for internal-combustion engines



F. C. TABLER.

AIR INLET DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV- IT, I919. RENEWED MAY 23, 1921.

1 ,402, 1 1 O, Patented Jan. 3, 1922.

A TTORNE Y.

UNETED STATES FRANK C. TABLER, OF ST. LOUIS, MISSOURI.

AIR INLET DEVICE FOR INTERNAL-GOMIBUSTION' ENGINES.

Specification of Letters Patent.

Patented Jan. 3, 1922.

Application filed November 17, 1919, Serial No. 338,657. Renewed May 23, 1921. Serial No. 471,969.

To all whom z't may concern:

Be it known that I, FRANK C. TABLER, a citizen of the United States, residing at the city of St. Louis, State of Missouri, have invented a certain new and useful Improvement in Air Inlet Devices for Internal- Combustion Engines, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification.

My invention has relation to improvements in air inlet and mixing devices to be applied to the intake manifold of an internal combustion engine, and it consists in the novel details of construction more fully set forth in the specification and pointed out in the claims.

The present invention is an improvement over my pending application for an air inlet device, filed October 25, 1919, Serial No. 233,140, and its object is to provide an inlet device that may be controlled by a spark control rod now present in all automobiles with internal combustion engines.

Further objects are to provide such a device having a suitable coil or pipe through which the air passes before entering the manifold; to provide such device with a valve thatmay be used on practically any make of automobile; and to provide an air inlet valve that is simple and can be cheaply constructed.

Other and further advantages will be better apparent from the detailed description of the invention in connection with the accompanying drawings, in which: 7

Figure 1 is a side elevation of an internal combustion engine with my invention applied thereto.

Figure 2 is a longitudinal section through the valve on the line 2-2 of Figure 3.

Figure 3 is a side elevation of the valve.

Figure 4 is a cross-sectional detail through the valve, showing said valve in closed position, on the line 44 of Figure 2.

Figure 5 is a section similar to Figure 4, showing the valve in open position.

Figure 6 is a sectional detail showlng the baffle cone in the intake manifold.

Figure 7 is a diagrammatic View showing the relative movement of the valve ports from closed to open position,

Referring to the drawings, E representsan internal combustion engine provided with an intake manifoldxM, a spark control rod R and a carburetor C communicating with the manifold. A valve V is mounted on the spark control rod, and a suitable baffle cone 1 is mounted in the manifold, a pipe 2 connecting said cone and valve by a union 3. This pipe passes through a space S between the engine cylinders.

The valve V is composed of sections 1, 4, said sections being adapted to envelope the spark control rod R on which they are mounted, and each section of the valve is provided with an annular flange 5 and valve proper 6, there being an annular recess 0" between said flange and valve proper. Said sections are further provided with hub portions 7, each hub portion having oppositely disposed lugs 8, 8, a. bolt 6 being adapted to pass through the lugs of each section, thereby securely clamping said sections together on the spark control rod. A valve casing 9, also. in sections, is adapted to enter the annular recesses 7 1' of the valve proper, being loosely fitted therein. The valve casing is provided with a boss 10, there being an outlet opening 11 in said boss, and opposite the outlet opening 11 is a suitable slotted intake opening 12. The valve 6 is provided with a pair of intake ports 13, 13 triangular in .shape, said ports being disposed to register with the intake opening 12 of the casing, upon rotation of the valve in either di rection. Each port 13 has a corresponding elongated outlet port 14, the outlet ports being so disposed as. to register with the outlet opening 11 in the casing when the valve is rotated to open position.

The operation of my invention may be described as follows." Normally valve V is closed, the ports being disposed as shown in Figure 4. It will be observed that the ports 13, upon the rotation of the valve in either direction, will have to travel a short distance before registering with the intake opening 12. This is to enable the operator to start his car before any air will be admitted to the valve V, it being well understood in the art that upon starting an internal combustion engine the spark lever (not shown) is advanced a short distance. Upon starting the .car, it is desirable .to have a rich mixture in the cylinders, consequently, the valve V should not be open at this time.

the manifold in order to rarefy the mix ture somewhat, and this is done by opening the valve V. The valve V is mounted upon a the spark rod R and with the rotation of said spark rod in a given direction, the valve V will likewise rotate, thus bringing either of theports 13 into register with the open-v ing 12. Atmospheric air can now enter the valve through said ports, passing out of the valve through the ports 13 and 11,also in register, then through the pipe 2, finally discharging into the. manifold through the cone 1.

The cone-l ishere shown as made of wire gauze, thus permitting the air as'it reaches the cone to discharge freely into the manifold. The cone also serves to intercept the mixture coming from the carburetor, some of said mixture passing into the cone and some of the mixture tending to draw the air inthe pipe 2 into the manifold. The plpe 2 ishere shown coiled back and forth between the cylinders, thus insuring that the air passing'through the coil will become thorou hly heated before it enters the manifold. This is very desirable for the reason that the mixture in the manifold is highly vaporized, and if the air entering the manifold from the pipe 2 were not heated there would be a tendency to condense said mixture.

on one side of the engine, the intake manifold being on the opposite side, making it necessary to pass either through or around the engine with the coil. in order to reach said manifold. However, by using a coil to connect the valve and manifold, it is ap parent that re ardless ofthe position of said rod and mani old, a suitable connection can be made.

It will be observed that the intake ports 13 of the valve are triangular in shape, which renders it possible to secure any amount of opening desired for, as the port 13 registers with the openinglQ, the

communication with the outside air can be engineis running very slow, or upon start ing same, the spark rod R may berotated the desired distancewithout affecting the valve V,a "very. desirable feature, since In the drawings, the spark rod R is shown valve V should not be opened upon starting the engine.

Obviously, the present invention is susceptible of modification and improvements without departing from the spirit; thereof,

and I do not wish to be restricted to the particular construction herein shown.

What I claim is: 1. In combination with an internalcombustion engine provided with an intake manifold, a spark control rod, and a'valve on said rod and communicating with the manifold.

2. In combination with an internal combustion engine provided with. an intake manifold and aspark control rod, a rotatable valve mounted on said rod and communicating with the manifold, and a sta tionary valve casing surrounding said valve.

3. In combination withan internal combustion engine provided with an intake manifold and a spark controlled rod, an air valve mounted on said rod and communicating with the manifold said air valve be ing provided with ports, a valve casing provided with ports adapted to register with those "of the valve, and means for rotating said valve whereby atmospheric air is permitted to 'enter the valve.

1. In combination with an internal combustion engine provided with .an intake manifold and a spark control rod, a perforated baffie in the manifold, a valve mounted on said rod, said valve comprising a split valve and a split casing, registering ports in said valve and casing, and a tubular connection between the valve and manifold.

5. In combination with an internal combustion engine provided with an intake manifoldand a spark control rod, a perforated cone bathe in the manifold, a valve mounted on said rod, said valve comprising a valve proper and easing, said valve proper and easing each being composed of similar sections, registering ports in the valve and casing, anda pipe coil connecting the valve casing and manifold.

6. The combination of an internal combustion engine provided with an intake manifold, a movable rod in thecontrolling mechanism ofsaid engine, and a valve fixed upon said rod and adapted to be positively moved by said rodin either direction for controllinga supply of air to said intake manifold' 7. In combination with an internal combustion engine provided with an intake manifold, a control rod, andavalve .onsa-id rod and communicating with the manifold.

In testimony whereof I hereunto affix my signature this 14th day of November, 1919.

FRANK I o. TABLER. 

